EP2546076B1 - Luftreifen - Google Patents

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Publication number
EP2546076B1
EP2546076B1 EP11753019.6A EP11753019A EP2546076B1 EP 2546076 B1 EP2546076 B1 EP 2546076B1 EP 11753019 A EP11753019 A EP 11753019A EP 2546076 B1 EP2546076 B1 EP 2546076B1
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EP
European Patent Office
Prior art keywords
polygonal
blocks
tire
block
side block
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP11753019.6A
Other languages
English (en)
French (fr)
Other versions
EP2546076A1 (de
EP2546076A4 (de
Inventor
Naoya Ochi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bridgestone Corp
Original Assignee
Bridgestone Corp
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Filing date
Publication date
Application filed by Bridgestone Corp filed Critical Bridgestone Corp
Publication of EP2546076A1 publication Critical patent/EP2546076A1/de
Publication of EP2546076A4 publication Critical patent/EP2546076A4/de
Application granted granted Critical
Publication of EP2546076B1 publication Critical patent/EP2546076B1/de
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0304—Asymmetric patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0327—Tread patterns characterised by special properties of the tread pattern
    • B60C11/033—Tread patterns characterised by special properties of the tread pattern by the void or net-to-gross ratios of the patterns
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/0327—Tread patterns characterised by special properties of the tread pattern
    • B60C11/0332—Tread patterns characterised by special properties of the tread pattern by the footprint-ground contacting area of the tyre tread
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/11—Tread patterns in which the raised area of the pattern consists only of isolated elements, e.g. blocks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C2011/0337—Tread patterns characterised by particular design features of the pattern
    • B60C2011/0339—Grooves
    • B60C2011/0381—Blind or isolated grooves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1209—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe straight at the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1213—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe sinusoidal or zigzag at the tread surface
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/12—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes
    • B60C11/1204—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe
    • B60C2011/1227—Tread patterns characterised by the use of narrow slits or incisions, e.g. sipes with special shape of the sipe having different shape within the pattern
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C11/00—Tyre tread bands; Tread patterns; Anti-skid inserts
    • B60C11/03—Tread patterns
    • B60C11/13—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping
    • B60C11/1307—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls
    • B60C2011/1338—Tread patterns characterised by the groove cross-section, e.g. for buttressing or preventing stone-trapping with special features of the groove walls comprising protrusions

Definitions

  • the present invention relates to a pneumatic tire in which a polygonal block group is provided between two circumferential main grooves in a tread ground contact width, the polygonal block group comprising a plurality of polygonal blocks with five or more sides which are demarcated by thin grooves and arranged in at least two longitudinal rows and a plurality of lateral rows.
  • a block pattern has been most commonly used as a pattern of a tread section.
  • relatively large blocks of substantially the same size are demarcated by main grooves and lateral grooves, which grooves serve to generate a snow column shearing force and the like so as to improve on-snow performance, and sipes are formed in the tread blocks so as to improve on-ice performance (see Patent Document 1).
  • Attention is drawn to the disclosure of EP 2397345 which forms part of the state of the art by virtue of Article 54(3) EPC. Attention is also drawn to the disclosures of WO 98/31555 and JP 2001-322408 .
  • Patent Document 1 Japanese Patent Application Laid-open No. 2002-192914
  • each block generally has increased rigidity, resulting in difficulty in providing sufficient flexibility to each block when the tire is in contact with the ground surface. As a result, it is not easy to provide sufficient road surface followability to the blocks, in particular upon stepping-in or kicking-out.
  • the inventors found that compared to the conventional relatively large blocks provided in the tread ground contact surface, densely arranged polygonal blocks with five or more sides and a relatively small ground contact area can improve on-snow and on-ice performance and ensure better road surface followability of the blocks. This is because in the case of the polygonal blocks, the total edge length and the number of edges are increased and each block can deform more flexibly than conventional one when the tire is rolling under load.
  • a belt layer located inside the shoulder region in a radial direction is forcibly stretched and tends to return to its original shape, as a result of which shoulder wear and step-down wear can easily occur particularly in the block land section located in the shoulder region among the blocks forming the tread section.
  • the present invention has been made in view of the above problem, and an object of the present invention is therefore to provide a pneumatic tire which enables a higher level of handling performance to be realized and causes less partial wear in the shoulder region by achieving proper size and arrangement of the blocks in the tread.
  • the present invention is aimed at solving the above-mentioned problem. That is to say, a pneumatic tire of the present invention is provided wherein:
  • the "tread ground contact width” means a maximum width of a contact surface between a tire surface and a ground surface in such a condition that the tire is assembled to a standard rim with an applicable size of industrial standard which is valid in a region where the tire is produced or used, for example, standards described in the "Year Book” of the Tire and Rim Association Inc. in the USA, the “Standards Manual” of the European Tyre and Rim Technical Organization in Europe, and "JATMA Year Book” of the Japan Automobile Tyre Manufacturers Association in Japan, and a maximum load (maximum load capacity) and a pneumatic pressure corresponding to the maximum load for a single wheel with the applicable size of the relevant standard are applied to the tire.
  • the "longitudinal rows” refer to the rows comprising the polygonal blocks arranged at a predetermined interval in the circumferential direction.
  • the longitudinal rows are arranged in two or more rows in the tire width direction.
  • "differ in phase from each other in the tire circumferential direction” means a state in which the plurality of polygonal blocks of the same shape included in one longitudinal row are arranged in a staggered manner with respect to each of the polygonal blocks included in an adjacent longitudinal row in the circumferential direction so as to be shifted from each other.
  • a center in the tire width direction of the polygonal block group be offset from a tire equatorial plane, and a distance in the tire width direction between the first side block row and the tire equatorial plane be larger than the distance in the tire width direction between the second side block row and the tire equatorial plane.
  • the "center in the tire width direction of the polygonal block group” means a central part in the tire width direction of a region in which the polygonal blocks are densely arranged. That is to say, if the polygonal blocks are arranged in a plurality of rows, it means a central part between each line passing through the outermost point in the tire width direction of each of the two polygonal block rows located at the outermost side in the tire width direction and parallel to the tire equatorial plane.
  • offset from a tire equatorial plane means a state in which the center in the tire width direction of the polygonal block group is not located on the tire equatorial plane but deviated from the tire equatorial plane so as to be located in one of two tread half width regions. That is to say, it means a state in which a length in the tire width direction of the polygonal block group is asymmetrical with respect to the tire equatorial plane.
  • the center in the tire width direction of the polygonal block group is preferably located in a region having a width of 50 % of the tread ground contact width with the tire equatorial plane as a center.
  • a side of the first side block and the second side block facing the circumferential main grooves have a linear shape
  • a side of the first side block and the second side block facing the polygonal blocks have a complementary shape corresponding to the shape of the adjacent polygonal blocks.
  • a side of at least one of the first side block and the second side block facing the circumferential main groove has a zigzag shape
  • a side of the first side block and the second side block facing the polygonal blocks have a complementary shape corresponding to the shape of the adjacent polygonal blocks.
  • each of the polygonal blocks preferably has an actual ground contact area of 50 mm 2 to 250 mm 2 .
  • the "actual ground contact area” means a surface area of the polygonal block in an unloaded condition.
  • a reference pitch length of the polygonal block group is PL (mm)
  • a width of the polygonal block group is GbW (mm)
  • the number of the polygonal blocks existing in a reference zone of the polygonal block group demarcated by the reference pitch length PL and the width GbW is a
  • a negative ratio within the reference zone is N %
  • the "reference pitch length of the polygonal block group” refers to the minimum unit of repetitive pattern of the polygonal blocks in one longitudinal row included in the polygonal block group existing in the tread ground contact width.
  • the reference pitch length of the polygonal block is the sum of the length in the tire circumferential direction of one polygonal block and the length in the tire circumferential direction of one groove adjacent to that polygonal block.
  • the "width of the polygonal block group” refers to the length in the tire width direction of the polygonal block group existing in the tread ground contact width.
  • the "actual ground contact area" of the polygonal block group means the total area of all polygonal blocks existing in the reference zone of the polygonal block group. For example, it refers to the area obtained by subtracting the area of grooves demarcating each polygonal block from the area of the above-mentioned reference zone defined by the product of the reference pitch length PL and the width GbW.
  • Figs. 1(a) and 1(b) are a partially developed view illustrating a tread pattern of an embodiment of a pneumatic tire (hereinafter referred to as "tire") according to the present invention.
  • the vertical direction indicates a tread circumferential direction
  • the horizontal direction indicates a tread width direction
  • a polygonal block group Gb is arranged partially between tread ground contact ends 2 and 2 (hereinafter referred to as "tread ground contact width TW"), the polygonal block group Gb comprising a plurality of polygonal blocks 4 with five or more sides (hereinafter referred to as “polygonal blocks”) which are demarcated by first thin grooves 3a and second thin grooves 3b and densely arranged.
  • first thin grooves 3a mean grooves extending substantially in the width direction between the polygonal blocks
  • second thin grooves 3b mean grooves which intersect the first thin grooves 3a. These grooves have such a width that the adjacent polygonal blocks are not completely restrained by each other and each block is individually movable, preferably a width of 0.7 mm to 0.3 mm.
  • the polygonal block group Gb is configured to include the polygonal blocks 4 densely arranged while ensuring a sufficient groove area.
  • the total edge length and the edge direction (number of edges facing different directions) of each block can be increased so as to achieve excellent edge effect. As a result, it is possible to improve on-ice and on-snow performance.
  • the blocks are demarcated not by sipes but by grooves, the blocks are movable independent of each other in spite of their dense arrangement and can flexibly deform when they are in contact with a ground surface.
  • ground contact performance of the tread is improved and as a result of which the on-ice and on-snow performance can be effectively improved.
  • the polygonal blocks 4 are arranged at a predetermined interval in the circumferential direction and in a plurality of, preferably two or more, longitudinal rows in the tire width direction. Further, the polygonal blocks 4 forming adjacent longitudinal rows are arranged to differ in phase from each other in the tire circumferential direction. That is to say, the polygonal blocks 4 are arranged in a staggered manner (like a staggered grid) in the tire circumferential direction.
  • “differ in phase from each other in the tire circumferential direction” means a state in which centroids of the adjacent polygonal blocks in the tire width direction are not collinear with each other in the tire width direction.
  • the centroid of the polygonal block included in the polygonal block row L1 is shifted from the centroid of the polygonal block included in the adjacent polygonal block row L2 by half a block in the tire circumferential direction.
  • the polygonal blocks forming the longitudinal rows are arranged to be in the same phase (that is to say, their centroids are collinear with each other) in every other (i.e. at intervals of one) longitudinal row in the tire width direction.
  • the longitudinal rows differing in phase from each other do not necessarily have to be shifted by half a block as described above.
  • the polygonal blocks forming the longitudinal rows may be in the same phase not in every other longitudinal row but in every few longitudinal rows.
  • the polygonal blocks of the polygonal block group are arranged to differ in phase in the tread circumferential direction, as a result of which it is possible to densely arrange the blocks and effectively utilize the space on a tread face.
  • the edges of the blocks can successively work and exert more excellent edge effect.
  • phase-shifted arrangement can allow the blocks adjacent to each other in the tread width direction to contact with the road surface at different times, it is also possible to reduce pattern noise.
  • the blocks be relatively small, each having an actual ground contact area of 50 mm 2 to 250 mm 2 .
  • relatively small blocks have low block rigidity, which allows for increased flexibility of the blocks, improved ground contact performance, and in particular improved on-ice and on-snow performance (performance such as braking, traction, cornering).
  • on-ice and on-snow performance performance such as braking, traction, cornering.
  • a distance from a central area of the block to a peripheral edge of the block can be reduced by using relatively small blocks, a water film removing effect by the polygonal blocks 4 can be improved.
  • the on-ice and on-snow performance can be drastically improved by realizing excellent ground contact performance and edge effect as well as effective water film removal by the polygonal blocks 4.
  • the reason why the actual ground contact area should be in the range of 50 mm 2 to 250 mm 2 is given below.
  • the actual ground contact area is smaller than 50 mm 2 , a block height becomes higher with respect to a block surface area (that is to say, grooves become deeper), which causes collapse of the blocks due to reduced bending rigidity and results in deterioration of handling performance such as dry performance/wet performance/on-ice performance/on-snow performance.
  • the actual ground contact area is larger than 250 mm 2 , it becomes difficult to obtain sufficient flexibility of the blocks as described above, and hence an improvement in on-ice and on-snow performance cannot be achieved as much as the relatively small blocks.
  • each individual block is larger, drainage resistance by the polygonal blocks is increased when travelling on a wet road surface, which results in deterioration of hydroplaning performance.
  • a reference pitch length of the polygonal block is PL (mm)
  • a width of the polygonal block group Gb is GbW (mm)
  • the number of the polygonal blocks 4 existing in a reference zone Z hatchched region in Fig.
  • the block number density S of the polygonal blocks is less than 0.003 pieces/mm 2 , it is difficult to realize the improved edge effect without forming sipes. By contrast, if the block number density S is more than 0.04 pieces/mm 2 , the polygonal blocks become too small to realize desired block rigidity.
  • a ratio of a remaining area of the block remaining in the reference zone to the surface area of the block is used to represent the count. For example, the block which straddles the inside and outside of the reference zone Z and only half of which is in the reference zone Z can be counted as 1/2.
  • the "reference pitch length” refers to the minimum unit of repetitive pattern of the polygonal blocks in one longitudinal block row included in the polygonal block group Gb.
  • the reference pitch length is the sum of the length in the tire circumferential direction of one polygonal block 4 and the length in the tire circumferential direction of one thin groove 3a adjacent to this polygonal block.
  • the "actual ground contact area" of the polygonal block group Gb means the total area of all polygonal blocks existing in the reference zone of the polygonal block group Gb. For example, it can be determined by subtracting the area of the first thin grooves 3a and the second thin grooves 3b demarcating each polygonal block 4 from the area of the above-mentioned reference zone defined by the product of the reference pitch length PL and the width GbW of the polygonal block group.
  • blocks which are demarcated by circumferential main grooves 5, 6, widthwise lateral groove 7, 8, and the first and second thin grooves 3a, 3b are arranged in the circumferential direction.
  • side blocks 9 are provided as a side block row SB1 between the polygonal block group Gb and the circumferential main groove 5 and as a side block row SB2 between the polygonal block group Gb and the circumferential main groove 6.
  • the side block row SB1 consists of first side blocks 9a and the side block row SB2 consists of second side blocks 9b.
  • the side blocks 9 (9a and 9b) are formed to be larger in ground contact area than the polygonal blocks 4.
  • cornering or an applied load from a rim may cause collapse of the blocks on a shoulder side and a force may be applied from the outside toward the inside in the tire width direction, as a result of which the polygonal blocks 4 in a tread central part may be subjected to the load.
  • the side blocks 9 (9a and 9b) absorb the force applied from the outside in the tire width direction, and hence it is possible to restrain the force applied from the outside in the tire width direction to the polygonal blocks 4, which are located closer to the tread central part than the side blocks 9 (9a and 9b).
  • the polygonal blocks 4 located between the side blocks 9a and 9b contact with the ground in a good condition and thus to effectively exert the on-ice and on-snow performance as described above.
  • the polygonal blocks 4 and the side blocks 9 are preferably formed with the sipes as shown in Figs. 1(a) and 1(b) .
  • the sipes By forming the sipes, it is possible to improve a water removing effect in the central region of each block and to utilize the edge effect of each block to thereby improve the on-ice and on-snow performance. Further, forming the sipes can make it possible to improve flexibility and hence the ground contact performance of the tread. However, such sipes do not necessarily have to be formed but may be formed as appropriate. If the sipes are not formed, the rigidity of each block may be increased, thereby preventing the blocks from easily collapsing.
  • the side blocks 9 (9a and 9b) are formed on both sides of the polygonal block group Gb which are formed close to the tread central part, the side blocks 9 (9a and 9b) are more likely to be subjected to the force applied from the outside toward the inside in the tire width direction. That is to say, the force applied from the outside toward the inside in the tire width direction easily causes deformation of the blocks, and hence partial wear of the blocks. Further, since the side blocks 9 (9a and 9b) are located outside the polygonal block group Gb in the tire width direction, they are more likely to be subjected to the load upon cornering, and thus better cornering performance is required.
  • the side blocks on one side and side blocks on the other side as viewed in the tire width direction are formed to be different in length in the circumferential direction.
  • the rigidity of the side blocks can be increased by increasing the length in the circumferential direction and hence the size of the side blocks, as a result of which it is possible to prevent the partial wear of the side blocks and improve the cornering performance.
  • edge components of the blocks are increased by decreasing the length in the circumferential direction and hence the size of the side blocks, as a result of which it is possible to improve the on-ice and on-snow traction performance, braking performance, and the like as is the case in the adjacent polygonal blocks.
  • This is, for example, effective in the tire with a prescribed mounting direction and a camber angle, when the side block which is longer in the circumferential direction is arranged on the inside when mounted and the side block which is shorter in the circumferential direction is arranged on the outside when mounted.
  • a ratio of the length in the tire circumferential direction between two side blocks located on both sides in the tire width direction of the polygonal blocks is preferably 1:1.1 to 1:5. Further, the ratio of the length in the tire circumferential direction between the side block which is shorter in the tire circumferential direction and the polygonal block is preferably 1:1.3 to 1:3.
  • the side block which is longer in the circumferential direction has sufficiently high rigidity
  • the side block which is shorter in the circumferential direction has increased edge components and achieves an effect similar to that of the polygonal blocks, and the polygonal blocks becomes flexibly movable.
  • the polygonal block group Gb have a center in the tire width direction GbC, which is offset from a tire equatorial plane C in such a manner that a distance in the tire width direction x 1 between the first side block row SB1 and the tire equatorial plane C is larger than the distance in the tire width direction x 2 between the second side block row SB2 and the tire equatorial plane C.
  • the polygonal block group Gb is arrange in such a manner that the center in the tire width direction GbC of the polygonal block group Gb is offset with respect to the tire equatorial plane C. That is to say, in this example, the polygonal block group Gb is arranged to have a length in the tire width direction asymmetrical with respect to the tire equatorial plane C, and a line drawn through the center in the tire width direction GbC of the polygonal block group Gb, i.e.
  • a midpoint of the width GbW of the polygonal block group, and parallel to the tire equatorial plane C is located within the tread ground contact width excluding the equatorial plane C.
  • the distance in the tire width direction x 1 between a center in the tire width direction SB1C of the first side block row SB1 (line drawn through the central part in the tire width direction of the first side block row SB1 and parallel to the equatorial plane C) and the tire equatorial plane C and the distance in the tire width direction x 2 between a center in the tire width direction SB2C of the second side block row SB2 (line drawn through the central part in the tire width direction of the second side block row SB2 and parallel to the equatorial plane C) and the tire equatorial plane C, when comparing x 1 and x 2 , x 1 > x 2 .
  • the side blocks are formed in such a manner that a length in the circumferential direction y 1 of the first side block 9a of the side block row SB1 is longer than a length in the circumferential direction y 2 of the second side block 9b of the side block row SB2. That is to say, within the tread ground contact width shown in Fig. 1(a) , the length in the circumferential direction of the side block located closer to the outside in the tire width direction is longer than the length in the circumferential direction of the side block located closer to the inside in the tire width direction (closer to the tread central part).
  • the blocks located on the shoulder side of the tread is subjected to a lateral force from the outside in the tire width direction, in particular upon cornering.
  • the side blocks located closer to the tread central part have an increased number of widthwise lateral grooves formed therein and are configured to have the shorter length in the circumferential direction and relatively small size.
  • the widthwise the number of lateral grooves 7 formed to demarcate the side blocks can be decreased so that the widthwise lateral grooves 7 have accordingly a groove width larger than that of the widthwise lateral grooves 8.
  • Fig. 1(a) when two side blocks 9b of the side block row SB2 sandwiching one widthwise lateral groove 8 in the circumferential direction are connected so as to fill a groove space of the widthwise lateral groove 8, the resulting shape corresponds to one side block 9a included in the side block row SB 1.
  • the widthwise lateral grooves 7 of the side block row SB1 preferably have a width of 3 mm to 8 mm.
  • the groove width of the widthwise lateral grooves 8 may be decreased in order to increase the block rigidity.
  • the widthwise lateral grooves 8 of the side block row SB2 preferably have a width of 1 mm to 5 mm.
  • the groove width of the widthwise lateral grooves can be appropriately changed.
  • the center in the tire width direction GbC of the polygonal block group Gb be located in a region having a width of 50% of the tread ground contact width TW with the tire equatorial plane C as a center.
  • the polygonal blocks can improve the on-ice and on-snow performance by its edge effect and good ground contact performance.
  • functionality of the polygonal blocks can be fully achieved.
  • side walls facing the circumferential main grooves 5 and 6 have a linear shape
  • side walls facing the polygonal blocks have a zigzag shape corresponding and complementary to the shape of the polygonal blocks so as to secure the groove width of the thin grooves.
  • the linearly formed circumferential main grooves allow for suppression of partial wear and high draining performance, and further, improved straight running stability on ice and on snow.
  • the side walls facing the polygonal block group Gb are provided so as to form grooves following the shape of the polygonal blocks 4, as a result of which grooves of the same shape and width as the grooves surrounding the polygonal blocks 4 (i.e. the first thin grooves 3a and the second thin grooves 3b) can be secured between the polygonal blocks 4 and the side blocks 9 (9a and 9b).
  • the polygonal blocks adjacent to the side blocks can also have an effect similar to that of other polygonal blocks.
  • the side walls of the side blocks facing the polygonal blocks have a zigzag shape corresponding and complementary to the shape of the polygonal blocks so as to secure the groove width of the second thin grooves 3b as with the case of Figs. 1(a) and 1(b) , and make the side walls facing the circumferential main grooves 5 and 6 also have a zigzag shape like the shape of the side walls facing the polygonal blocks.
  • the side blocks also have a polygonal shape, the total edge length and edge direction (number of edges facing different directions) can be increased, as a result of which it is possible to improve the on-ice and on-snow performance of the whole tire by the effect similar to that of the polygonal blocks.
  • Fig. 2 shows the configuration in which the side walls facing both of the circumferential main grooves 5 and 6 have a zigzag shape
  • one of the side walls may have a zigzag shape and the other may have a linear shape.
  • a part of the linear shape may include a lug groove or a bottom-raising block may be provided in the main groove.
  • first thin grooves 3a and the second thin grooves 3b demarcating the polygonal blocks 4 be configured to have a groove depth smaller than that of the circumferential main grooves 5 and 6 demarcating the side blocks 9a and 9b.
  • the rigidity of the polygonal blocks 4 is lower than that of the side blocks 9.
  • the running stability can be improved.
  • the ground contact performance of the polygonal blocks 4 is stabilized, and thus the on-ice and on-snow performance by the polygonal blocks can be more effectively achieved.
  • prototypes of an example tire according to the present invention and a comparative example tire having a polygonal block group in the tread central region and side blocks of substantially the same size in the circumferential direction were manufactured.
  • the prototypes were used to carry out performance evaluation on dry performance, wet performance, on-ice performance, on-snow performance, and partial wear resistance of blocks. The result is given below.
  • the example tire is a radial tire for a passenger car with a size of 195/65R15 provided with the polygonal block group and side block rows shown in Figs. 1(a) and 1(b) .
  • This tire has a block group with a plurality of independent blocks densely arranged and demarcated by grooves in a part of a tread section.
  • Each of the blocks has a substantially octagonal surface contour shape, each part of which has a dimension as follows.
  • Circumferential main grooves from the left in the Fig. 1(a) , 5 mm (main groove 5), 12 mm (main groove 6), and 7 mm.
  • a depth of the circumferential main grooves 9 mm.
  • a reference pitch length (PL) 32.9 mm.
  • a width of the polygonal block group and side block rows 52.1 mm
  • a proportion of the polygonal block group to a ground contact width 32 %.
  • a length of a first side block (outer side) yl 28.8 mm.
  • An area of the polygonal block 154 mm 2 .
  • a center position in the width direction of the polygonal block group 15.0 mm from a tire equatorial plane to the inside when mounted to a vehicle (a center position of a tire half width is located at 40 mm from the tire equatorial plane).
  • the comparative example tire has a tread pattern shown in Fig. 3 .
  • the length of the first side block (outer side) is 14.9 mm and the length of the second side block (center side) is 14.9 mm so that the first side block and the second side block have the same length in the circumferential direction, but otherwise identical to the above-mentioned example tire in configuration.
  • the result is shown in Table 1 below.
  • Example 1 Comparative Example Dry handling 110 100 Wet handling 107 100 On-ice handling 106 100 On-snow handling 105 100 Partial wear resistance 115 100
  • the dry handling, wet handling, on-ice handling, and on-snow handling listed above indicate indices of measurement values from evaluation of a test driver's feeling when the tires are used in various running modes on a circuit course in a dry state, wet state, ice state, and snow state.
  • the partial wear resistance listed above indicates indices of measurement values of a stepped wear amount when running 5000 km in various running mode on a public road in the dry state.
  • Table 1 suggests that with respect to 100 of the comparative example tire, the greater the numerical value of Example 1, the more the dry performance, wet performance, on-ice performance, on-snow performance, and partial war resistance of the blocks were improved.
  • the surface contour shape of the polygonal blocks 4 arranged in a tread ground contact width be polygonal shape with five or more sides. With this shape, it is possible to ensure a sufficient ground contact area of the tire surface. Further, while each individual polygonal block is independently movable, adjacent blocks can support each other to prevent collapse of the blocks.
  • the surface contour shape of the polygonal blocks 4 is substantially octagonal as shown in Figs. 1(a) and 1(b) . If the number of corners is too small, the blocks cannot collapse in multiple directions, leading to poor flexibility. If the polygonal shape with eight or more sides is used, each side becomes so short that only a small surface is in contact with the adjacent block when collapsing, which makes it difficult for the blocks to support each other. Thus, when the surface contour shape is substantially regular octagon, the blocks can collapse in multiple directions and sufficiently provide mutual support with the adjacent blocks.
  • first thin grooves 3a demarcating the polygonal blocks 4 preferably have a distance in the circumferential direction wide enough not to be blocked by the adjacent blocks when they are in contact with a ground surface.
  • second thin grooves 3b which intersect the first thin grooves 3a and are inclined relative to the equatorial plane, are preferably formed in such a manner that adjacent blocks are in close proximity to each other so as to block the grooves when they are in contact with the ground surface.
  • the surface contour shape of the polygonal blocks of the present invention is not necessarily limited to the above-mentioned shape.
  • the polygonal blocks only have to be demarcated by the grooves and freely and independently movable so that each polygonal block is not restrained by adjacent polygonal blocks and has flexibility when they are in contact with the ground surface.
  • the circumferential main grooves 5 and 6 demarcating the side blocks 9 and 9b may be, as shown in Fig. 4 , provided with a bottom-raising block (grooving) 10 therein.
  • Fig. 4 is a fragmentary view taken along the line P-P and seen in the direction of the arrow of Fig. 1(a) .
  • the circumferential main groove 6 is provided with the bottom-raising block 10, which is formed with a pocket 10a extending substantially in the tire width direction.
  • a block edge is also formed in the main groove, as a result of which in particular the on-snow performance can be improved.
  • this bottom-raising block may be provided in one of the circumferential main grooves (5 or 6) or in both of the circumferential main grooves (5 and 6).

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)

Claims (7)

  1. Luftreifen (1), wobei:
    eine vieleckige Blockgruppe (Gb) zwischen zwei umlaufenden Hauptrillen (5, 6) in einer Laufflächen-Bodenberührungsbreite (TW) bereitgestellt wird, wobei die vieleckige Blockgruppe (Gb) mehrere vieleckige Blöcke (4) mit fünf oder mehr Seiten umfasst, die durch dünne Rillen (3a, 3b) abgegrenzt und in wenigstens zwei Längsreihen und mehreren seitlichen Reihen angeordnet sind, wobei die Längsreihen so angeordnet sind, dass sich die in benachbarten Längsreihen eingeschlossenen vieleckigen Blöcke (4) in einer Reifenumfangsrichtung in der Phase voneinander unterscheiden,
    Seitenblockreihen (SB1, SB2) bereitgestellt werden, eine auf jeder der zwei Seiten der vieleckigen Blockgruppe (Gb) in der Reifenbreitenrichtung, wobei die Seitenblockreihen (SB1, SB2) mehrere Seitenblöcke (9a, 9b) umfassen, die durch die umlaufenden Hauptrillen (5, 6), seitliche Rillen (7, 8) und die dünnen Rillen (3a, 3b) abgegrenzt werden und in der Reifenumfangsrichtung angeordnet sind, und
    eine Länge (y1) eines ersten Seitenblocks (9a) in der Reifenumfangsrichtung, der in einer ersten Seitenblockreihe (SB1) eingeschlossen ist, die auf der einen Seite bereitgestellt wird, größer ist als die Länge (y2) eines zweiten Seitenblocks (9b) in der Reifenumfangsrichtung, der in einer zweiten Seitenblockreihe (SB2) eingeschlossen ist, die auf der anderen Seite bereitgestellt wird,
    dadurch gekennzeichnet, dass die dünnen Rillen (3a, 3b), welche die vieleckigen Blöcke (4) abgrenzen, eine Tiefe haben, die kleiner ist als diejenige der umlaufenden Hauptrillen (5, 6).
  2. Luftreifen (1) nach Anspruch 1, wobei eine Mitte (GbC) der vieleckigen Blockgruppe (Gb) in der Reifenbreitenrichtung gegenüber einer Reifenäquatorialebene (C) versetzt ist und eine Entfernung (x1) in der Reifenbreitenrichtung zwischen der ersten Seitenblockreihe (SB1) und der Reifenäquatorialebene (C) größer ist als die Entfernung (x2) in der Reifenbreitenrichtung zwischen der zweiten Seitenblockreihe (SB2) und der Reifenäquatorialebene (C).
  3. Luftreifen (1) nach Anspruch 1 oder 2, wobei die Mitte (GbC) der vieleckigen Blockgruppe (Gb) in der Reifenbreitenrichtung innerhalb eines Bereichs angeordnet ist, der eine Breite von 50 % der Laufflächen-Bodenberührungsbreite (TW) von der Reifenäquatorialebene (C) hat.
  4. Luftreifen (1) nach einem der Ansprüche 1 bis 3, wobei eine Seite des ersten Seitenblocks (9a) und des zweiten Seitenblocks (9b), die zu den umlaufenden Hauptrillen (5, 6) zeigt, eine lineare Form hat und eine Seite des ersten Seitenblocks (9a) und des zweiten Seitenbocks (9b), die zu den vieleckigen Blöcken (4) zeigt, eine komplementäre Form hat, die der Form der benachbarten vieleckigen Blöcke (4) entspricht.
  5. Luftreifen (1) nach einem der Ansprüche 1 bis 3, wobei eine Seite wenigstens eines von dem ersten Seitenblocks (9a) und dem zweiten Seitenbocks (9b), die zu der umlaufenden Hauptrille (5, 6) zeigt, eine Zickzackform hat und eine Seite des ersten Seitenblocks (9a) und des zweiten Seitenbocks (9b), die zu den vieleckigen Blöcken (4) zeigt, eine komplementäre Form hat, die der Form der benachbarten vieleckigen Blöcke (4) entspricht.
  6. Luftreifen nach einem der Ansprüche 1 bis 5, wobei jeder der vieleckigen Blöcke (4) eine tatsächliche Bodenberührungsfläche von 50 mm2 bis 250 mm2 hat.
  7. Luftreifen nach einem der Ansprüche 1 bis 6, wobei in Bezug auf die vieleckigen Blöcke (4), in Anbetracht dessen, dass eine Bezugsteilungslänge der vieleckigen Blockgruppe (Gb) PL (mm) ist, eine Breite der vieleckigen Blockgruppe (Gb) GbW (mm) ist, eine Anzahl der vieleckigen Blöcke (4), die in einer durch die Bezugsteilungslänge PL und die Breite GbW abgegrenzten Bezugszone (Z) der vieleckigen Blockgruppe (Gb) vorhanden sind, a ist und ein Negativverhältnis innerhalb der Bezugszone N % ist, eine Blockanzahldichte S je Einheit der tatsächlichen Bodenberührungsfläche der vieleckigen Blockgruppe (Gb), die gegeben ist durch: S = a / PL ⋅ GbW ⋅ 1 - N / 100 ,
    Figure imgb0004
    in dem Bereich von 0,003 Stück/mm2 bis 0,04 Stück/mm2 liegt.
EP11753019.6A 2010-03-08 2011-03-04 Luftreifen Not-in-force EP2546076B1 (de)

Applications Claiming Priority (2)

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JP2010051076A JP5384402B2 (ja) 2010-03-08 2010-03-08 空気入りタイヤ
PCT/JP2011/001297 WO2011111353A1 (ja) 2010-03-08 2011-03-04 空気入りタイヤ

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EP2546076A1 EP2546076A1 (de) 2013-01-16
EP2546076A4 EP2546076A4 (de) 2014-01-22
EP2546076B1 true EP2546076B1 (de) 2015-01-28

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WO2011111331A1 (ja) 2010-03-12 2011-09-15 株式会社ブリヂストン 空気入りタイヤ
RU2526573C2 (ru) 2010-03-12 2014-08-27 Бриджстоун Корпорейшн Пневматическая шина
JP6314370B2 (ja) * 2013-04-17 2018-04-25 横浜ゴム株式会社 空気入りタイヤ
JP5971280B2 (ja) * 2014-06-02 2016-08-17 横浜ゴム株式会社 空気入りタイヤ
FR3044594B1 (fr) * 2015-12-03 2017-12-08 Michelin & Cie Bande de roulement pour pneu hivernal poids lourd.
FR3044597A1 (fr) * 2015-12-07 2017-06-09 Michelin & Cie Bande de roulement de pneumatique pour vehicule lourd de type genie civil
JP2019104281A (ja) * 2017-12-08 2019-06-27 株式会社ブリヂストン タイヤ

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US4546808A (en) * 1984-01-06 1985-10-15 The Goodyear Tire & Rubber Company Pneumatic tire
US5658404A (en) 1994-04-15 1997-08-19 The Goodyear Tire & Rubber Company Radial pneumatic light truck or automobile tire
JPH082215A (ja) * 1994-06-27 1996-01-09 Yokohama Rubber Co Ltd:The 空気入りタイヤ
ES2155132T3 (es) 1995-05-18 2001-05-01 Michelin & Cie Banda de rodadura para neumatico para "grandes tonelajes".
JP3690836B2 (ja) * 1995-05-25 2005-08-31 横浜ゴム株式会社 スタッドレスタイヤ
IT1289182B1 (it) 1997-01-20 1998-09-29 Pirelli Pneumatico a bassa resistenza di rotolamento in particolare per ruote motrici di veicoli pesanti
JP4776059B2 (ja) * 2000-05-15 2011-09-21 株式会社ブリヂストン 空気入りタイヤ及びその装着方法
JP2002192914A (ja) 2000-12-25 2002-07-10 Yokohama Rubber Co Ltd:The 氷雪路用空気入りタイヤ
JP2007145209A (ja) * 2005-11-29 2007-06-14 Bridgestone Corp 重荷重用空気入りタイヤ
JP2010030466A (ja) * 2008-07-29 2010-02-12 Bridgestone Corp タイヤ
CN102395476B (zh) 2009-02-13 2015-05-27 株式会社普利司通 充气轮胎

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JP5384402B2 (ja) 2014-01-08
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CN102883893B (zh) 2015-10-21
WO2011111353A1 (ja) 2011-09-15
EP2546076A1 (de) 2013-01-16
US9333808B2 (en) 2016-05-10
EP2546076A4 (de) 2014-01-22

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